Venturi combustion chamber for internal-combustion engines



'Deg. 31, 1929. E. R. HEWITT 1,741,417

' VENTURI COMBUSTION CHAMBER FOR INTERNAL 7OMBUSTION ENGINES Filed June 28, 1327 I INE/ENTOR.

Patented Dec. 31, 1929 untrue s'rnrss EDWARD R. HEWITT, OF MIlDVALE, NEW I I MOTOR COMIPANY, OF NEW YORK, N.

PATENT orrics JERSlEl; ASSiGNOR TO IN TE RNATI ONAL Y., A CQRPORATION OF DELAWARE ysnruni COMBUSTION CHAMBER non INTERNAL-COMBUSTION ENGINES Application filed Juneas,-

In internal combustion engine designfa result much striven for is thecomplete eliminas combustion as distinct from adjacent particles and thejmore highly atomized the fuel the more eflicient will be the explosion! lherethevolu'mes of fuel are finely atomized "and-"mixed intimately with suitable-volumes of air, the resulting operation approaches a maximum efiiciency and such' result is highly desirable in all types of engines.

Although applicable to other formsof ternal combustion engines, the present inven-.

1 tion willbe described in connection with a' Diesel engine, an object ofthe invention being to provide a design -which will produce a highly vaporized mixture by causing great turbulence of the injected fuel in the vicmity of the air supplied for its combustion where- 'bythe particles of fuel'are broken'up into a finelydivid'ed state. More specifically, the invention has for an object to provide a Venturi chamber in the head of the cylinder, the relation between the configuration of the chambetythc size and shape-of the Venturi nozzle, the size of thethroat, and the character-of the injection of thef-uel being such that great turbulence of the vapor, results and a highly intimate mixture is effected. vAfter the first combustion has taken plaeethis gives a double mixture of burning gases;

Although a Venturi chamber, per se isknown to be old, no design has-yet proposed, nor does one suggest. to establish a definite relationship between the above elements .constituting the injection and mixing apparatus and the present invention, recognizing, the characteristics of, and supplying the required relationship. of elements,establishes an ad Vance over known structures resulting in greatly improved operation. J Furtherobjects and advantages'will ap-.

pear as the description pr0ceeds.and ,reference will now be had to the accompanying Figureh is a diagra of the relationship-existing between the" 1927. Serial No. 202,060.

drawings forming a part hereof for a more.

detailed description of the wherein; T v a Figure 1 is an elevation, in'section' show mg a cylinder head construction in which the present invention has been embodied...

invention,

Figure 2 is a section taken through the fit- I ting shown in Figure 1.; Figure 3 is a front elevation.-

I of the fitting shown in Figure 2. l

' Figure 4 is a rear elevation of the fitting shown in Figure 2.

throat, outlet flare and internal flare of the venturi at the bottom of the combustion chamber. I i

headconstruction for-the cylinder of an internal'combustion engine provided with suit ablewater channels a to cool the parts-when operating. Secured at the top of the head is minatical illustration Referring to the drawingg: it indicates a aninjector?) which injects a conical spray of fuel Z/into the combustion chamber referred to later. -.The lower extremity ofthe head a is provided'with an internally threaded-portion which receives a fitting 0.. This fitting is formed with a hollow internal portion having a throat c',-an outlet flare 0 anda'spherical portion 0 Suitablerecesses 0 are provided in the fitting to receive a spanner wrench and enable the'fitting .to be screwed into place. Cavities o co operate with certain of the channels a tosenahle the cooling fluid to be circulated around the Venturi throat a. Thehead a has a centrally hollowed portion a the uppenwalls a of which are conical.

These walls are designed so that their sides lie generally paralleltothe outer portions of the I 'conical,'spray from the injector b and they are further formed to maintain an air' space intimacy of the mixture between thefuel Spray and the air which supports its combus- 0 between the walls and such outer portions of the spray. The hollowjportion a c'o-opr one fifteenth of the swept volume of the cylinthe Venturi throat c.

tion. It will be a patella that the spray. finally strikes the sp erical portion 0 of the fitting 0 and the bafiling effect of-this' lower portion of the combustion chamber (1 results I in great turbulence within such chamber and a thoroughly mixed volume of fuel and air.

At the bottom of the-combustion chamber a two sides thereof, results in a great velocity and turbulence of the fuel upon entering the cylinder. The differential. pressure existing between opposite sidesof the venturi should 'be .such thatthe velocity of such incoming fuel is approximately 500 feet per second, a value which should be a minimum for efiic'ient operation. For adiabatic flow of gas, the velocity-is, of course, dependent only on the respective areasof the inlet and the Venturi throat, and on the relative pressures. e

The total volume of the combustion chambar a is designed to equal,'approximately,

der, this relationship giving the best values of compression and resulting velocity through indicated at f and a sleeve valve 6. This construction is particularly advantageous in view of the fact that the venturi construction occupies considerable room and v prevents overhead valves from being used. v

It hasbeen found that the most desirable, relationship between the length (height or altitude) and diameter of the Ven'turi throat the outlet flare, and the entrance flare, should be as follows. The length should equal the diameter of the venturi, the length of the out-, let flare from the center of the venturi should equal three timesthe diameter of the ven turi, the length from the center of the venturi of the entrance flare should equal 2.85 timesthe diameter of the venturi, and ,the width of the entrance to the throat should be twice the diameter of the vent-uri. In addition to these values, the angle between the of the throahand struck from points in the.

median plane of thr throat, the throat and .flared out portion being aligned.

approximately three times the diameter ofthe throat. N

This sp,ecification"s igned this 16 day of June 1927. v

EDWARD R.

Thecylinder block is walls of the outlet flare and the center line of the Venturi throat, should be 8. 'ues. are illustrated in Figure 5 of the drawings, wherein a diagrammatic illustration of the construction is given.

What I claim is: 1. As an article of manufacture,-a nozzle for introducing gases to an engine cylinder, said nozzle having a passage therethrough comprising a Venturi throat in the form of a cylinder whose altitude. is approximately equal to its diameter,. an inlet flare leading to the throat, and an outlet flare on the other side i of the throat.

2. The combination as claimed in claim 1 wherein the inlet flare has walls lying in arcs having radii equal to 2.85 times the diameter These val- 

